Production of units of combined speedometer and odometer



Jan. 19 1926.,

v 1,570,021 F. G. WHITTINGTON PRODUCTION OF UNITS OF COMBINED SPEEDOMETER AND ODOMETE R Filed Sept. 1. 1922 4 Sheets-Sheet l 1, 1922 4 Sheets-Sheet 2 Jan. 19 1926.

F. G. WHITTINGTON PRODUCTION OF UNITS OF COMBINED SPEEDOMETER AND ODOMETER Filed Sept.

IIIIIII'IIIIIIIIIII'IIIIIIIIIIIIIIIIIIIIIIII u Jan. 19 1926.

F. a. WHITTHNGTON PRODUCTION OF UNITS 0F COMBINED SPEEDOMETER AND ODOMETER Filed Sept. 1, 1922 4 Sheets-Sheet 3 Jan. 19 1926.

F. G. WHITTINGTON PRODUCTION OF UNITS OF COMBINED SPEEDOMETER AND ODOMETER Filed Sept. 1, 1922 4 Sheets-Sheet 4 Patented Jan. 19, .1926

UNITED STATES I g 1,570,021 PATENT OFFICE.

FREDERIK G. WHITTINGTON, OF EVANSTON, ILLINOIS, ASSIGNOR TO STEWART- WARNER SPEEDOME'IER CORPORATION, OF CHICAGO, ILLINOIS, A CORPORATION OF VIRGINIA.

PRODUCTION OF UNITS F COMBINED SPEEDOMETER AND ODOMETER.

Application filed September To all whom it may concern.

Be it known that I, FREDERIK G. lVHiT- rmcron, a citizen of the United States, residing in Evanston, in the county of Cook and the State of Illinois, have invented certain new and useful Improvements in the Production of Units of Combined Speedometer and Odometer, of which the following is a specification, reference being hadto the accompanying drawings, formmg a part thereof.

The purpose of this invention is to provide a construction of combined speedometer and odometer consisting of separate and separable units of which any two or more without the others may be combined in an instrument case to constitute a unitary instrument for which only the face plate need be changed according to the number of groups of the units which are associatedoin the instrument; and for which therefore inter changeable face plates are provided. It consists in the elements and feature of construction shown and described as indicated in the claims.

In the drawings:

Figure 1 shows five different interchangeable face plates suited to five different groups of units which may be combined to constltute the unitary instrument as desired.

Figure 2 is a vertical section of an instrument in which all the units are contained.

Figure 3 is a front elevation of two of the units, namely the power unit and the speedometer unit without the casing.

Figure 1 is a side elevation of the power unit only. I a

Figure 5 is a front elevation of an odometer unit for total mileage indication.

Figure 6 is a side elevation of said odometer unit.

Figure 7 is a front elevation of an odometer unit for trip mileage indication.

Figure 8 is a side "elevation of the structure shown 1n Figure 7.

Figure 9 is a front elevation of the supporting member of the odometer unit shown in Figure 7 stripped of mechanism.

Figure 10 is a perspective view of the gear train for the entire group, parts of the supporting structure and shaft being broken away to facilitate showing the gears and their organized relation.

The structure shown in the drawings com- 1, 1922. Serial No. 585,581.

prises a casing, A, which is in cup form, that is comprising a back web or bottom, A and substantially cylindrical 'fiange wall, A adapted to be closed at its forward end by a circular dial plate, which dial plate may be anyone of the five interchangeable dials shown in Figure 1. Dial, I, is employed when the assembled mechanism comprises only the power unit and the speedometer unit, so that the speedometer indication as seen at 1 is the only one for which rovision is required in the face plate. Dial, I, is employed when the instrument contains beside the power unit, only a total mileage odometer unit, so that the only reading opening required is that for showing the total mileage, as seen at 2. Dial, III, is employed when the group of mechanisms in the casing comprises the power unit, the speedometer unit and the total mileage odometer unit, so that the readmg openmgs required are 1 and 2. Face plate, IV, is employed when the contained units comprise the power unit; the total mileage odometer unit, and the trip mileage odometer unit; requiring reading openings, 2, for the total mileage odometer and 3, for the trip mileage odometer. Face plate, V, is employed when the casing contains the entire group of-units consisting of the power unit; speedometer unit; total mileage odometer, and trip mileage odometer.

In this construction the power unit is necessarily made the basis of the grouping since it is contained in all the groups. For this power unit there is provided a support seen substantially stripped of mechanism except the power shaft in Figure 4, and with the speedometer mechanism mounted upon it in Figure 3. This support, which is desirably die-cast, is a unitary casting which is in general L-shaped, that; is comprisin a vertical limb, B and a horizontal limb, B The vertical limb is in the form of a segment slightly over 180 of a circle, as seen in F igure 3, and is diametered to fit within the cylindrical wall of the cup casing, A. It is flanged as seen at 6 for stiffening it and also reinforcing the casing. The horizontal limb, B is designed to carry the mechanism constituting the speedometer unit. This L-shaped support, B B has a journal bearing boss, B for the power shaft, the journal bearing being oblique with respect to both limbs of the L. The horizontal limb has a boss, B, which affords or carries an upper journal bearing for the speedometer rotorshaft. A lower journal bearing for this shaft isprovided by means of a horizontal extension, B protruding forwardly from the oblique 'ournal bearing b'oss, B, at the lower end of the latter. A steel bushing, 6 is inserted in the journal bearing boss, B for the power shaft being secured by a pin, 3. Steel bearing bushings, b and b, are inserted in the journal bearing bosses, B and B, for the vertical speedometer rotor shaft, said bushings being secured by pins, 4 and 5, respectively. In the horizontal extension, B, there is formed a passage, 7), leading from the journal bearing of the power shaft to'the lower journal bearing of the speedometer rotor shaft, for the purpose of conducting lubricant fromone bearing to the other. In detail, in View of the steel bushing mentioned, the construction for this purpose is that the boss, B, has its bore enlarged as seen at B intermediate the ends so that a chamber'is formed in the boss around the bushing,.b when the latter is inserted. This bushing also is exteriorly reduced in diameter for a portion of its length as seen at'b which registers with the chamber, B, when the bushing is driven in place, and at said reduced portion the bushing has oil ports, I), leading from the oil chamber, B, to the shaft bearing. From the bore of the boss extension, B into which the steel bushing for the lower bearing of the speedometer rotor shaft is inserted a channel, 6 is made leading into the chamber, B of the boss, B and the steel bushing, 6 has an oil port, 1), leading from the bearing of the speedometer shaft into sa1d passage, Z).

The speedometer unit comprises the rotor shaft, D, which is journaled as stated in the two bearings provided in the bosses, B and B the magnet (ring type), E, being mounted upon the upper end of said shaft. The speedometer unit further comprises the field plate, F, which is carried by bracket arms, G, footed upon the upper side of the horizontal limb, B of the L-shaped support, and

v the drag element, H, in cup form having its spindle, h, extending down through the rotor shaft, D, which is hollow for that purpose and stepped at its lower end in the jewel bearing, cup, k carried by a bar,

which is bolted on to the under side of the boss extension, B The speedometer element comprises also a bracket, K, footed upon the upper side of thehorizontal limb,

B and extending up past the magnet drag element and field plate for projecting inward abovethe latter to afford by its arm, K an upper bearing for the spindle, k, and by its arm, K an upper step for the spindle. These detail features of construction of the speedometer, as'such, are not claimed as a part of this invention, the same being fully shown and described in the co-pending application of John K. Olsen, Ser. No. 574,522 filed July 12, 1922. They are necessarily shown and mentioned here as constituting the speedometer unit which is assembled with the power unit in carrying out the present invention.

The total mileage odometer unit comprises a unitary support preferably a die-casting, said support consisting of the web, L, (see Figures 5 and 6) inthe form of a segment pf a circle of the same radius substantially as the vertical limb, B of the power unit and provided with bolt holes, 1, Z and Z for admitting bolts to secure it rigidly to said vertical limb of the power unit, the latter having threaded bosses, b, I), and b, for receiving the securing bolts. This web, L, has projecting forwardly aligned transversely along its upper edge journal bearing lugs, L, L and L*, for carrying the odometer shaft; and it is recessed or apertured between the lugs, L and L as seen at L to accommodate the lower'journal bearing of thespeedometer rotor shaft which protrudes into said aperture when the odometer support is mounted as described upon the vertical limb of the power unit support for positioning said odometer unit in the angle of the L-shaped power unit.

The ower shaft, M, journaled as described in the journal bearing boss, B and extending obliquely across the angle of the L-shaped support has at its inner end a spiral gear, M which meshes with the spiral gear, D on the speedometer rotor shaft, D. The total mileage odometer unit support, L, has beside the journal bearing above mentioned, a vertical journal bearing, L, for journaling a short shaft, 1 which has at its upper end a spiral gear, L, which stands in the same horizontal plane as the gear, D on the speedometer rotor shaft, at the opposite side of the gear, M so that said gear, M simultaneously drives both the gear, D and the gear, D. At the lower end of the shaft, Z it carries a spiral gear, L, which meshes with the gear, L, on the odometer train shaft, Z

By positioning and relating the ears and their shafts and bearings as above escribed, it will be seen that the total mileage odometer unit can be mounted in place on the power unit support bringing the gear, L, into mesh with the gear, M in the process of so mounting one unit upon the other and without disturbing or making it necessary to disturb the assemblage of either of the units thus brought together.

The trip train unit comprises a die-cast support, R, which consists of a face web, R having bolt holes, 1, W, and 1' for admitting bolts to secure said support to the web of the support, L, of the total mileage odometer, said web having interiorliy; threaded bosses Z Z and Z to receive t e securing bolts. This trip mileage unit support is dimensioned for mounting in the angle of the su port, L, which as seen in side elevation is -shaped by virtue of the journal bearing arms, L and L projecting at right angles to the web, L. From the face web, R bracket arms, R R, are projected forward for holding the 'ournal bearings of the trip. train shaft whic are entered in notches, r, inthe forward ends of said bracket arms and secured by key pins, 1' I Trip train shaft, R, is driven from the gear, L, on the shaft of the total mileage train through an idler, R journaled on a stud bearing, 1' projecting from the right hand bracket arm, R said idler meshing with the gear, R, on the right hand end of the shaft, R*; and the bolt holes through which the support, R, is secured to the suport, L, are positioned to bring the sand Idler, B, into mesh with the gear, L, in the process of mounting the trip train unit on the total train unit. I,

The trip train is provided with familiar means for resetting consisting in that the trip train shaft is movable longitudinally in its bearings toward the right for carrying the gear, R", out of mesh with the idler, R, by retracting movement of the reset shaft, R which has the cam constructlon shown at T for operating upon the rounded end of the shaft, R, to thrust the latter for disengagement of the gear as stated by the retraction of the shaft, R, which carries the reset gear, R thereon into mesh with the gear, 7-", as on the shaft, B, so that the rotation of the reset shaft when thus retracted to disengage the gears, R and R, rotates the trip train shaft for resetting. This reset mechanism it will be understood is of familiar character and not specifically a part of the present invention, except in so far as the frame structures of the several units are designed to accommodate this reset mechanism in the angle of the L-shaped support of the total mileage train when the latter is mounted within the angle of the L-shaped support of the power unit.

Upon considering the assemblage of the supports of the several units, particularly the support of the power unit and the suport of the total mileage odometer unit, it would be observed that between said two supports and mounted one upon the other as described, there is formed a chamber which encloses the intermeshing gears, M D and L as seen most clearly at W on Figure 2. For communicating with this grease chamber the total mileage odometer support has a duct, Z (see Fig. 6) which leads from the bearing of the short countershaft, Z out to the rear surface of the vertical web, L, which otherwise closes said chamber at the forward side. By this means grease which may be stored in this chamber and in the chamber, B or in the grease cup, it, (see Fi 2) which primarily supplies the spec ometer rotor shaft, may reach any of the bearings of the shafts'mentioned; so that any provision for forcing lubricant into the structure would serve for distributing it to all the bearings.

I claim I 1. A driving unit for a combined speedometer and o ometer consisting of a support having journal bearings for an in-leading power shaft and a speedometer rotor shaft respectlvely; a power shaft journalcd in the first mentioned bearing and a gear on said shaft, the support being L-shaped in section axial with respect to the in-leading power shaft, and said power shaft bearing being oblique with respect to both limbs of the L, the speedometer rotor shaft bearing being normal to one limb of the L and said limb being adapted for mounting upon it the parts of a magnetic speedometer, the other limb being provided with means for mounting an odometer support in the angle of the L, one of the limbs of the L being circular about the speedometer rotor shaft axis and a casing fitting about said circular llmb dimensioned axially for enclosing the other limb and comprising a face plate havmg a speedometer reading aperture symmetrically disposed with respect to a plane at right angles to the face plate and containing the axes of the speedometer rotor shaft.

2. In combination with the construction defined in claim 1, an odometer unit comprising a support separate and separablefrom the support of the power unit adapted to be mounted upon the power unit support in the angle of the L, and having journal bearings for the shafts of an odometer train; shafts in said bearings and inter-meshing gears on said shafts, the initial shaft of said odometer train having a gear which is positioned for meshing with the gear on the power shaft by mounting the odometer support on the power unit support.

3. An odometer unit comprising a support having fully supporting Journal bearings for the shafts of an odometer train and intermeshing gears on said shafts, the initial shaft of said train having a gear thereon which protrudes with respect to the support for meshing with a driving gear, said odometer mechanism support being adapted for mounting against a supporting plate in position to cause said last mentioned gear to mesh with a gear on a shaft which is completely journaled, independently of the odometer mechanism support, on said plate.

4. In an odometer in combination with a casing, a mechanism support fitted within the casing having journal bearings for the shafts of an odometer train, intermeshing gears on said shafts, the initial shaft of said train having a gear thereon which rotrudes with respect to the support for mes ing with a driving gear within the casing; a second odometer mechanism support havin journal bearings for the shafts of an ometer train, shafts in said bearings and intermeshing gears thereon, said second odometer sup- 1Eort being adapted to be mounted upon the rst mentioned odometer support, a gear on the initial shaft of the second odometer train positioned for meshing with a gear in the rst mentioned odometer train by the mounting of the second odometer support upon the first, the two trains having the axes of their dial wheels respectively parallel, a casing enclosin both said supports and the mechanism t erein having a face plate in a plane parallel to the plane containing the axes of the two trains of dials, said face plate being circular about an axis situated in a plane at right angles to both the dial wheel axes and which bisects both said axes; whereby the symmetry of the face plate is not interfered with by the omission of either of said reading openings, and the second of said odometer mechanisms may be removed and a face plate lacking the reading opening for the same may be substituted without disfigurement of the instrument.

5. Driving means for a combined speedcmeter and odometer comprising in combination with a casing, a support having a journal bearing for an in-leading power shaft, a power shaft journaled in said bearing having a gear on its inner end Within the casing, a speedometer rotor shaft and odometer driving shaft parallel to each other journaled in said support and gears thereon intermeshing with the gear on the power shaft at opposite sides thereof, the shaft of the odometer driving gear having a second gear thereon, the odometer train shaft be:

ing transverse tosaid parallel shafts, and a driven gear thereon meshing with said sec- 0nd gear on the odometer driving shaft.

6. A combined speedometer and odometer comprising as to the odometer mechanism a tota mileage train and a trip mileage train of dials, said dial trains belng on parallel axes'for exposure atone of their graduation parallel reading openings, the speed indicating element of the speedometer being adapted for exposure of its graduations in a line parallel to the said odometer dial axes, the reading openings for the speedometer and the two odometer trains being symmetrically disposed about a vertical plane; that is, having their middle points aligned vertically.

7. A combined speedometer and odometer 7 comprising a power unit support adapted for mounting upon it independently of each other a speedometer mechanism and an odometer unit; a casing enclosing said power unit adapted to. enclose also the speedometer mechanism and the odometer unit for exposure of their respective speed and mileage indicating dials at the same plane; and a face plate for closing the casing at said plane.

8. In a combined speedometer and odometer, a power unit support adapted for mounting on it a speedometer mechanism and a first odometer unit, the latter in posi tion for mounting thereon a second odometer unit with the speed and mileage indicating members of the speedometer and odometers respectively exposed for reading at the same plane, a casing which encloses all said units having a faceplate for closing said casing positioned at said reading plane of the several units.

In testimony whereof, I have hereunto set my hand at Chicago, Illinois, this 28 day of August, 1922.

FREDERIK G. VVHITTINGTON. 

